Valve-controlled suction line



Feb. 17. 1925. 1,526,684

W. SPARKS VALVE CONTRQLLED SUCTION LINE Filed Jan. 17, 1922 Patented Feb. 17, 1925.

UNITED STATES 1,526,684 PATENT OFFICE.

WILLIAM SEARKS, OF JACKSON, MICHIGAN. ASSIGNOR TO THE SPARKS-WITHINGTON COMPANY, 015 CLEVELAND, OHIO, A. CORPORATION OF OHIO.

VALVE-CONTROLLED SUCTION LINE.

Application filed January 17, 1922.

To all whom it may concern.

Be it known that I, 'lVILLIAM SPARKS, of Jackson, in the county of Jackson, in the State of Michigan, have invented new and uselul lmproven'ients in Valve-Controlled Suction Lines, of which the following, taken in connection with the accompanying draw iings, is a full, clear, and exact description.

This invention relates to a new and iirr aroved valvccontrolled suction line and is here disclosed in connection with a liquid elevating and'feeding device as illustrative of one structure to which the invention may be applied.

Ithas long been known that the size of the opening leading from the manifold of the engine into a vacuum gasoline feeding device is limited by the amountof auxiliary mixture drawn from the vacuum system that an engine can stand, and not effect itsoperation when operating at a slow speed.

The usual small opening, or orifice, is suitable and etiicient for raising fuel at slow speed with nearly closed throttle, because the vacuum in the engine manifold is exceedingly high at that time. pulls or at high speed, the vacuum is very low and. the time required to create a vacuum in the vacuum tank and piping to the rear supply tank sufllcient to raise fuel is too long a period at these times when the engine is consuming an excessive amount of fuel, and even after it starts to raise the fuel, it is slow in raising it due to the fact that the area of the orifice is quite small compared with the area of the pipe through which the fuel is being raised.

A vacuum system having this small orifice is eflicient at most throttle openings, but

iailswhen thew-vacuum in the manifold is very low, and the object of this invention is to effect a variation in the size of the opening constituting a communication. between the vacuum tank and the manifold of the engine, to effect a more efficientand rapid operation of the vacuum tank at low vacuum, without effecting its normal operation under high vacuum.

1 Other objects and advantages will appear from the following description, taken in connection with the accompanying drawings, in which Fkigure l is a top plan view of the vacuum On long hard Serial No. 529,994.

Figure 2 is a vertical sectional view of the same.

Figure 3 is a slightly enlarged sectional view of the vacuum line connection to the tank.

Figure 4 shows a slightly modified form of device in which the controlling valve is located in a two-part nipple separate from the vacuum tank.

The structure of the vacuum tank proper is substantially the same as that disclosed in my co-pending application, Serial No. 482,261, filed July 2, 1921, and comprises an elevated tank -1 having a suitable connection by pipe 2- with a primary fuel tank, a second pipe connection through pipe 3-, with any source of suction as the manifold of the engine, and a third connection as through a pipe (not shown) with the carburetor. The elevated tank -1 comprises a sheet metal tubular body 5 preterably cylindrical in form and having its lower end closed by an end wall 7-. This tubular body is preferably divided into two chambers 9 and 10- by an annular transverse wall -1lhaving a pair of axially extending substantially concentric flanges S, the outer flange tightly fitting within the tubular body portion and secured thereto in any suitable manner, as by soldering, welding and the like, while the inner flange is reinforced and the reinforcement internally threaded and adapted to adjust ably receive an externally threaded nipple -13 forming a means of communication between the chambers 9 and -10.

The nipple -13 may, as shown, have an upper plate-like portion 12- resting upon the upper surface of the partition -9. However, any suitable construction .may be utilized for connecting the nipple -13 with the partition 11- so as to constitute an airtight joint.

The nipple 13, is, as shown, preferably closed at its bottom by transverse wall and is provided adjacent said wall with a lateral opening 14 through which fluid may discharge from the nipple into the chamber .10-. The communication be tween the chamber 9- and the chamber 10- through thenipple 13 and opening 1t is normally free and substantially unrestricted. To accomplish this effect and at times close such communication so that vacuum may be produced in the upper chamber toan extent suflicient' toelevate the liquid fuel thereto, a valve l5 is provided, pivoted at 17 adjacent the lower end of the nipple 13 and formed with a counter-arm or counter-weight -l6 adapted to normally hold such valve in open position so that communication bet-ween said chambers is normally free and open, permitting tree passage of liquid fuel from the upper to the lower chamber, or reversely, as conditions may require.

The nipple 13 is preferably provided with a guide for the stem -19 of the float 20 which is adapted to pass through said guide and downwardly into the interior of the nipple -l3 and at certain predetermined positions of the float 20 contact with a pin or projection 18 rigidly connected to the valve -15 and extending through the opening -14 into the interior of the nipple 13 and into line with the stem l9 of the float, which moves through the guide. lVith this construction, the float positively moves the valve to closed position when that condition is desirable.

In the construction shown, the float stem -l9 actuates a valve Q3 adapted to close the passageway communicating with the nipple -3 and which leads to any suitable source of suction. The operation of the float, therefore, positively controls the source of suction, and'posit-ively closes the valve 16- when the conditions in the chamber 9 require those particular operations to eflect the best result.

The fitting 3- is carried in any suitable way by cover plate 8 which formsa closure for and is connected to the upper end of the tubular body 5 in any suitable manner, as that shown. The cover plate is closed, except for the fitting 3, the fitting or pipe -2 and the air, or atmospheric inlet 21-.

The atmospheric inlet 21 is controlled by a valve 22- which valve in turn is actuated indirectly by and in accordance with the movements of the float. The operation of the structure so far as the related nature of the suction and atmospheric valves are concerned, is that the suction valve is closed by the float when the atmospheric valve is opened. lVhen the suction valve closes, the atmospheric valve 22 is opened and the vacuum in the upper chamber --9' is neutralized and the valve 16' by the gravity of its counterweight is moved to open posi-' tion, to provide free communication between chambers 9 and 10 and permit'the free discharge of fuel from the chamber '9'to the chamber 10 through the opening 14.

As the liquid level falls in the chamber 9', the float mo'vesdownwardly and opens the communication with the nipple -3- and with the source of suction. When the float has moved downwardly a sufficient distance, the lower end of the float stem 19 contacts with the projection 18- and closes the valve 15-. The chamber 9 then fills, or partially fills with liquid fuel, due to the production or" vacuum therein, and the valve 15 remains closed until such time as the valve --23- closes communication with the nipple 3 and the air valve 22 opens to admit atmospheric pressure into the upper chamber 9. As soon as this takes place, the counter-weight, or counter-arm 16 opens the valve 15 and permits communication between the chambers 9- and 10, so that the liquid discharges into the chamber 10-. from which it is supplied to the vaporizing device by gravity. The chamber 10- is maintained under atmospheric pressure at all times by means of a pipe 51 which may as shown, extend upwardly through the chamber 7 and communicate with the air vent -2l.

The valve operating mechanism illustrated for controlling the suction and air inlet ports consists of the levers -25- and 26 carrying valves Q3 and 22 respectively, and having their inner ends pivoted upon a journal 33 carried by the stem 19 and moving therewith. The outer ends of the levers are pivoted with a limited sliding connection upon bosses 27 and 28, respectively, by means of pins 29- and.30 movable in slots 31 and 32 respectively. The outer ends of the levers are connected by springs 36 which snap the valves to their extreme positions when the journal 33 is moved to the opposite side of a straight line connecting the pivotal axes oi the outer ends of the levers. This effects a sudden closing of the valve 1-5 as well as sudden actuation of the suction and air valves.

It will be obvious that the construction so far described is operative in the ordinary manner to effect fuel feeding from a low level tank to a carburetor, and the construction described is illustrative of one to which my invention is applicable, and various and other constructions of vacuum tanks embodying different character of snapover mechanism and difl'erent characters of valves controlling communication between the upper and lower chambers may be used.

The particular invent-ion here disclosed in combination with a vacuum tank of the character here described. consists in placing in the vacuum or suction line 3 a suitable valve -3l, three substantially equivalent assemblages of which are illustrated in Figs. 2, 3 and 4, respectively.

The valve is confined ina chamber 39' formed in various Ways and of greater diaml (H i eter than the valve, and of greater height than the valve to permit the passage of air around the valve and longitudinal movement of the valve in the chamber. for the purpose hereinafter described. This valve 34.- is provided with a relatively small central Or longitudinal opening 38 which constitutes the normal communication between the manifold of the engine and the upper chamber of the vacuum tank, due to the fact that upon ordinary high vacuum, the valve 3 lis immediately sucked into air-tight contact with the lower portion of the nipple section 36 so that the central conduit or aperture 38 constitutes the only means of communication between the vacuum line and the upper chamber --9-- of the vacuum tank.

This valve is provided in its lower surface with a series of radially or laterally extending grooves or channels lO- leading to the central aperture --38 so as to permit communication between the outer portions of the chamber 39 and the aperture 38 and thereby the chamber -9 of the tank. When the valve 34 rests in contact with the upper flatportion of the plate -35, which condition exists at low vacuum, so that the communication at low vacuum between the engine manifold and the chamber 9- is not only by means of aperture 38 but through the space around the valve -34r,- and through the channels l0-: in the valve and thereby to the chamber -9-, so that at lower vacuum, the vacuum is created in the chamber 9 with much greater rapidity than as the communication were permitted alone through the aperture 38. This increase in the size of the means of communication between the manifold of the engine and the chamber -9 at low vacuum tends to effect a more equal and uniform elevation of fuel from the main tank to the chamber -9- at all engine speeds and all degrees of vacuum in the manifold in that it permits low vacuum to withdraw from the chamber 9- a large volume of air in a short time thereby producing the required vacuum for elevating fuel and comparing favorably with the vacuum produced by high vacuum withdrawing air through a comparatively small orifice.

It will be obvious that the valve 34: is of sufficient weight so that under the low vacuum where it is desired to permit an in- V crease in the size of the communicating passageway between the manifold and the tank 9, the valve will not be raised from its seat by such vacuum but is not of a weight which will prevent it being immediately sucked into contact with the lower surface of the nipple section 36 at high vacuum, or at those vacuums where the size of the orifice is suficient to effect an adequate vac uum and thereby adequate supply of fuel to the disk -5al the chamber --39-.

the tank -9-, or to the carburetor of the engine.

It will be obvious that the valve is automatically actuated by gravity, andthe vacuum in the vacuum line leading to the manifold, but the weight of the valve may be such as to effect a substantially predetermined operation so as to feed fuel in a sufficient and desired amount to the carburetor at all engine speeds and under all degrees of vacuum.

In each of the constructions, the chamber -3Q is formed in a somewhat different way. In Fi 2, one nipple section -'52- is fitted withln the section 53 and has a threaded relation with it and forms with In Fig. 3, the section 36 is threaded into the cover -8 and with the disk 35-- forms the chamber --39.

In Figure I, a slightly modified form of structure is shown in that the valve instead of being of cup-shape, as shown in Figures 2 and 3, is a substantially solid cylinder, having a passageway -38 therethrough with the same radial channels t0 as disclosed in connection with the valve -S4-.. With this construction, the valve -34 is positioned between the two nipple sections 4t-1 and -l2 which may, as shown, be threaded together, the lower nipple section being adapted for threaded engagement with the cover of the tank.

The construction of the valve shown in Figures 2 and 3 is perhaps preferable in that the side portion of the valve controlling the suction line moves into and out of the hollow interior of the valve without effecting its operation, thereby economizing space.

It will be obvious that altho I have shown my invention as applied to a fuel feeding de vice, yet such disclosure is merely illustrative of a particular practical application of my invention and that I do not desire to limit myself therefor to any particular structure of apparatus with which my invention may be assembled as it may be used and applied in connection with any structure utilizing a suction line, particularly where the suction is of a varying and non-uniform character.

I claim:

1. In a device of the class described, a

having a comparatively small conduit therethrough, said valve normally resting by gravity upon the said lower valve seat so that said conduit permits passage of air through the suction line to the extent of the capacity of the conduit, and means for permitting the passage of additional air through the suction line when the valve rests upon said lower seat.

3. The combination with a suction line having a valve chamber provided with upper and lower valve seats, of a suction and gravity-actuated valve in said chamber and capable of bodily movement therein, and having a comparatively small conduit there through, said valve normally resting by gravity upon the said lower valve seat so that said conduit permits passage of air through the suction line to the extent of the capacity of the conduit. means for permitting the passage of additional air through the suction line when the valve rests upon said lower seat, the said valve cutting off the said means permitting the passage of additional air through the suction line when the valve is drawn by suction into seating relation with the upper valve seat to thereby restrict the passage of air through the suction line to the amount capable of passing through said conduit.

4. The combination with a suction line having a chamber formed with oppositely disposed seats, of a valve in said chamber of less width than the chamber, and of less height than the chamber and movable bodily in said chamber into contact with either of said seats, said valve formed with a conduit extending longitudinally therethrough and with a passageway leading from said conduit to the periphery of said valve.

5. The combination with a suction line having a chamber formed with oppositely disposed seats provided with oppositely disposed valve seats, of a suction and gravityactuated valve in said chamber and movable bodily in said chamber into contact with either of said seats, and of less height than the chamber, said valve formed with a conduit extending longitudinally therethrough and with a passageway leading from the conduit to the exterior of the valve.

6. The combination in a suction line of a valve chamber having oppositely disposed seats, and a conduit leading from each of said seats, of a gravity and suction-actuated valve in said chamber, said valve formed with a comparatively small conduit extending therethrough and constituting a continuous means of communication between the two first-named conduits and a passageway in the valve forming an additional means of communication between the two first-named conduits when the said valve is seated by gravity.

7 The combination in a suction line of a valve chamber having oppositely disposed seats, and a conduit leading from each of said seats, of a gravity and suction-actuated valve in said chamber, said valve formed with a comparatively small conduit extending therethrough and constituting a continuous means of communication between the two first-named conduits and a passageway in the valve forming an additional means of communication between the two first-named conduits when the said valve is seated by gravity, but constituting no means of communication between said two first-named conduits when the said valve is seated by suction.

In witness whereof I have hereunto set my hand this 31st day of December, 1921.

WM. SPARKS.

\Vitnesses LILLIAN E. lVUNDERLICH, GLAnYs L. BOND. 

